Railway vehicle running gear



Nov. 12, 1935. w. E. WOODARD RAILWAY VEHICLE RUNNING GEAR Filed Dec. 16, 1930 4 Sheets-Sheet i VENTOR ATTORN EYS Nov. 12,1935. w. E. WOODARD RAILWAY VEHICLE RUNNING GEAR Filed Dec. 16, 19:50

4 Sheets-Sheet 2 ATTORNEYS .Nov. 12, 1 935.

w. E. WOODARD RAILWA? VEHICLE RUNNING GEAR 4 Sheets-Sheet 3 Filed Dec. 16, 1930 INVENTOR W 1 h m w T n J. m i J a m :21 w IL A m m 4 m a 7 .5 WM 0 W M 5 4 2 W 72 Nov. 12, 1935. w. E. WOODARDI 2,020,756

RAILWAY VEHICLE RUNNING GEAR Filed Dec. 16, 1930 4 Sheets-Sheet 4 T WV 8 44 55 Z4 Z5 ,5 4 2? 25 .56 31: 45 r, i

w E 2L L i J1: n 1 J7 2/ l5' 56 -15 I AT NEY5 Patented Nov. 12, 1935 UNITED STATES PATENT OFFICE 2,026,756 RAILwArr VEHICLE neutrino GEAR William is. t loodard, Forest Hills, N. Y. Application December 16, 1930, Serial No. 502,730

Iii (Claims.

This invention relates to an improved box construction for the bearings of railway vehicle axles and is particularly useful in connection with locomotive driving boxes.

The primary objects of the invention are (1) to provide an improved box construction which may be used either with roller hearings or with crown journals of the present well known and customary form; (2) the provision of improved means for controlling the lateral motion of the box construction; (3) the provision of a construction by which I am enabled to provide liners between the box and the locomotive frame pedestals which have a maximum amount of bearing surface against fore and aft thrusts of the journals; (4) the provision of a rigid box structure extending from side to side of the axle in the ends of which are located the bearings and with the parts so arranged that the box, as a whole, moves in accordance with the movements of the axle; (5) the provision of a construction of the character just described in which both vertical and rocking movements 01' the axle are taken care of by means which cooperate with the locomotive frame construction, said means also'actin to resist the lateral motion of the axle; (6) the provision of a rigid box structure of the character just described which is provided with horizontally extending trunnion means at a point intermediate the frames adapted to co thereof; (7) the provision of a construction as just described in which the degree or amount of lateral motion can be definitely adjusted, as well as yieldingly resisted.

. The foregoing, together with such other objects as are incident to my invention, or which may appear hereinafter, are obtained by means of structure which'is illustrated in preferred form in the accompanying drawings, wherein- Fig. 1 is a horizontal section through my improved construction taken as indicated by the line i-i in Figure 2.

Figure 2 is an elevational view of the struc-' ture shown in Fig. l, with the left hand portion thereof showing a vertical mid-section through my improved box construction.

Fig. 3 is a composite viewwlth the left hand portion thereof showing a half elevation of my improvements taken just inside the left hand wheel of Fig. 2, and with the right hand portion thereof showing a vertical central section taken Fig. 2.

Fig. 4 is a horizontal section similar to that of Fig. 1 illustrating a modification.

Fig. 5 is a section taken on the line 5--5 01' 5 Fig. 4.

Fig. 6 is another horizontal section similar to Figs. 1 and 4 illustrating a further modification, and

Fig. 7 is a'section on the line 7-! of Fig. 6. 10

Referring in the first instance to Figs. 1 to 3 inclusive which illustrate the simplest embodiment of my invention, it will be seen that I have shown a locomotive driving axle 8 with its driving wheels ii and that I have mounted this axle in roller bearings ill, although the customary crown bearing might be used instead of the roller bearing and my invention is not to be considered as being limited to the particular type of bearing illustrated.

The bearings ill at each end are housed in a common rigid interconnecting framework or box structure it provided at its ends with the vertical bearing flanges l2 which are adapted to cooperate with the pedestal jaws it in absorbing the fore and aft thrusts of the driving journals i=3.

Secured to the inner face of each jaw i 3 is a liner or hearing plate I 5 of large capacity suitably held in place in any desired manner, as by bolts which may be extended through the holes iii. The flanges l2 abut against the inner faces of the liners i5 and are adapted to have perfectly free movement thereover both laterally and vertically, attention being called to the fact that there are no projecting flanges at the sides of the portions i2 for embracing either the liners IE or the pedestal jaws i 3, thus permitting the use of very large plain surfaces at this point for resisting the thrust of the box structure against the frame pedestal jaws. 40

The weight of the locomotive is transmitted to the ends of the box structure it by means of the spring saddles it which straddle the frame mem bers l8 and carry the springs ill on their upper surface. The legs of the saddles ll fit into suitable recesses 20 in the upper surface of the hous ing it. i

On the center line of the housing H are formed the horizontally extending fore and aft trunnions it, one on each side of the axle longitudinally of 5 the locomotive. Mounted to fit on the trunnions 2i are blocks 22 capable of a motion of rotation around the trunnion, the blocks being held in place by suitable cap members 23 provided with the securlngbolts 2 3. v

approximately as lndicated'by the line 3-4 in .the backs of the shoes.

The blocks 22 are restrained against lateral motion transverse of the locomotive by means of the frame cross ties 25 which extend from side to side of the locomotive between the frame members l8 to which they are adapted to be secured in any desired manner, as, for instance, by means of bolts adapted to extend through the holes 26.

Between the walls of the central extensions 21 on the cross tie members which are adapted to surround or embrace the trunnions 2| and the sides of the blocks 22 are located the wear shoes 28 held in place by the bolts 29, which shoes permit the blocks to move up and down or vertically in accordance with the movements of the axle in the locomotive pedestal jaws l3.

Any desired lateral motion for the housing ll can be provided for by a 'mple adjustment of the shoes 28. In other words, substantially no lateral motion may be permitted which would involve merely a sliding clearance between the blocks 22 andthe shoes 28, or, if desired, a definite degree of lateral motion can be provided for the housing it by fitting the shoes in the blocks so that the desired clearance will exist. Adjustment of the shoes can easily be taken care of' by providing shims between the extensions 2! and Furthermore, it will be noted that any adjustment of this kind could be made without taking the housing ll, with its axle 8;, out of the locomotive pedestal jaw Hi.

It will be seen that the housing H with its axle B is positioned in the frames it by means of a construction which reacts with the locomotive frame structure in such a way as to resist lateral motion while, at the same time, permitting both vertical and rocking movements of the axle.

The modification illustrated in Figs. 4 and 5 provides for the utilization of the wedges ill and 3! between the frame cross ties and the blocks 22, the central extension 21a. in this instance being made sufficiently greater iniwidth to accommodate the extra thickness of the wedges. The wedges may be secured by means of the bolts 32 and one wedge may be provided with any suitable form 01 adjusting mechanism, such as the bolts 33 extending upwardly through the binder 3 3 against which adjustment can be made by means of the nuts 35. v

The modification illustrated in Figs. 6 and 7 provides for a yielding resistance against lateral motion. In this construction shoes 36 between the cross tie 22 are provided with a predetermined lateral clearance 37 adjacent the extension 2!, such shoes 36 being held against horizontal movement by means of the flanges 38 and against vertical movement by meansof the flanges 3Q.

Pins All project through the extension 21 and are adapted to be engaged by the back of the shoes 36, the outer end of each pin at being formed as a spring retaining cup or pocket 4!. Bearing material 52 may be inserted between the backs of the cups ti and the outer face of the extension 271.

As will be seen from Figs. 6 and '7 there are four pins 80 at each side of the trunnions 2i and these are arranged in pairs with one pair at each side of the housing ll fore and aft oi the locomotive. Each pin it is provided with a spring 43 and each pair of springs as is adapted to fit into a retaining yoke 64 adjustably held in place by means of the bolts d5 which extend between suitable ears 36 on the yoke M and the extension 21!. Any desired tension can be placed upon the springs as by means of the nuts 6?. Qtherextension 21 and the block wise the construction illustrated in these figures is just the same as that which is illustrated in Figs. 1 to 3 inclusive. The operation of the device of Figs. 6 and '7, of course, is as follows: When the axle 8 moves laterally, let us say to the right as viewed in Fig. 6, it will, of course, carry with it the block 22 and force the shoe 36 against the inner ends of the pins 40. These pins, therefore, will compress the springs 43 against the retaining yoke 44 which is held fixed in its adjusted position by means of the bolts 45 as described until the limit of lateral motion permitted by lateral clearance 31 is reached. This construction, therefore, provides a readily adjustable and predeterminable resistance against lateral motion so that the axle 8 with its housing I I will be returned to its normal central position just as soon as the forces creating the lateral motion are relieved.

Attention is directed to the fact that in all the forms of the. invention illustrated herein the construction is such as to divorce the means for tak- "ing care of the lateral and the rocking motions of the axle from the means for absorbing longitudinal thrusts. By this separation the portions of the structure involved in each case are independent as it were, of theother, and in no way limit or hamper the other, as would be the case were the lateral and the rocking motions of the axle, for example, taken care of by suitably disposed flanges on the faces l2 adapted to take against the sides of the pedestal jaws l3.

I claim:

1. In a railway vehicle running gear, the combination of laterally-spaced-apart frame elements having pedestal jaws, an axle carrying a pair oi wheels and movable vertically and rockingly in said jaws, a pair of bearing devices, one for each end of the axle, a housing interconnecting them and movable in accordance with axle movements, means at the ends of said housing reacting against said jaws to absorb longitudinal thrust but permitting unhampered vertical, lateral and rocking movements of the axle, and

means resistive to lateral motion lying between said frame elements in a horizontal plane passing through the axle and reacting between the frame elements and said housing.

2. In a railway vehicle running gear, the combination of laterally-spaced-apart frame elements having pedestal jaws, an axle carrying a pair of wheels and movable vertically and rockingly in said jaws, a pairof bearing devices. one for each end of the axle, a housing interconnecting them and movable in accordance with axle movements, means at the ends of said housing reacting against said jaws to absorb longitudinal thrust but permitting unhampered vertical, lateral and rocking movements of the axle, and means resistive to lateral motion lying in a horizontal plane passing through the axle and reacting between the frame elements and said housing, said last means including a framing between the said frame elements, in which said housing is trunnioned substantially midway of its ends.

3. In a locomotive, the combination with the usual main frames, of a framework rigidly interconnecting the bearings for an axle together with means for positioning said framework with respect to the frames characterized by the fact that means are provided intermediate the frames in a horizontal plane passing through the axis for resisting lateral motion of the framework while permitting both vetrical ment thereof.

4. In a, locomotive; the combination with the usual side frame members, of a driving axle with its wheels, bearings inside the wheels, a transverse framework rigidly connecting the bearings and means intermediate the frames in a hori-, zontal plane passing through the axle for positioning said framework with respect to the frames, said means permitting limited vertical, lateral and rocking movement of the axle.

5. A mounting for a locomotive driving axle including in combination with the bearings, a transverse framework rigidly interconnecting the bearings, a trunnion on said framework lying between the hearings in a horizontal plane pass ing through the axle, and means cooperating with said trunnion and the locomotive frame structure to position said transverse framework, said means permitting limited vertical, lateral and rocking movement of the axle,

6. In a locomotive, the combination with the main frames, of an axle with its wheels, bearings inside the wheels, a housing for said bearings mounted in said frames, a trunnion on the housing between the frames lying in a horizontal plane passing through the axle, a frame crosstie, and interengaging means between the trunnion and the cross-tie for restraining lateral movement of. the housing while permitting both vertical and rocking movement thereof.

7. In a locomotive, the combination with'the usual main frame, of a framework rigidly interand rocking move connecting the bearings for an axle, together with means for positioning said framework with respect to the frames, said positioning means including a frame cross-tie, a trunnion on said interconnecting framework, a bearing block mounted on said trunnion and adapted to be embraced by said cross-tie, and bearing shoes between said block and said cross-tie, said shoes permitting up and down movements of said interconnecting framework and said bearing block permitting rocking movement of said framework and being adapted to resist lateral movement thereof.

8. In a locomotive, the combination with the usual main frame members, ,of an axle with its wheels, bearings inside the wheels, a housing for said bearings mounted in said frame members, a trunnion on the housing between the frame members, a cross-tie between the frame members, and a block ,rotatably mounted on said trunnion, said block being embraced by a projecting flange on said cross-tle and being capable of relative vertical movement in said projecting flange and said trunnion being capable of rocking movement in said block.

9. A lateral motion control device for arailway vehicle axle including in combination with the frame of the vehicle, a housing rigidly interconnecting the bearings at each end of the axle, a trunnion on the housing between the bearings having its axis in a horizontal plane longitudinally of the vehicle and means reacting between the frame and the trunnion for yieldingiy resist ing the lateral motion of the housing.

10. A lateral motion control device for a railway vehicle axle including in combination with the frame of the vehicle, a housing rigidly interconnecting the bearings at each end of an axle,

- a trunnion on the housing between the bearings having its axis in a horizontal plane longitudinally of the vehicle, and means reacting between the frame and the trunnion for controlling the .nion for controlling the lateral housing,

3 lateral motion 01 the housing, said last mean: being capable of permitting a limited amount of said motion.

11. A lateral motion control for a rail way vehicle axle including in cor-.zbination with the frame of the vehicle, a housing rigidly interconnecting the bearings at each end of an axle, a trunnion on the housing having its axis in a horizontal plane longitudinally of the vehicle, and means reacting between the frame and the trunmotion of the said last means being capable of permitting a limited amount of said motion together with wedge means for adjusting the degree of lat-' eral motion.

12. In a locomotive, the combination with the usual main frame members, of a framework rigidly interconnecting the bearings for an axle a trunnion projecting from the interconnecting framework longitudinaliy of the locomotive, a cross-tie between said frame members having an opening'adapted to embrace said trunnion, a bearing block mounted on said trunnion, a shoe between said block and the wall of said opening capable of limited movement laterally of the locomotive, a pin extending through the wall of said opening adapted to engage said shoe, a spring yoke fixedly connected to the cross-tie and a spring reacting between said yoke and the outer end of said pin.

13. In a locomotive, the combination with the usual main frame members,'of an axle with its wheels, a bearing for each end of said axle, a. framework rigidly interconnecting said bearings and adapted to partake of the movements of said axle, pedestal jaws in the frame members within which said rigid framework is fitted for both vertical and lateral movement, and means for pcsitioning said rigid framework with respect to the frame members, said means including a trunnion on the rigid framework in a horizontal plane passing through the ante, a cross-tie between the frame members and interengaging bearing means between the trunnionend the cross-tie, said intel-engaging bearing means being adapted to resist lateral m lon of the framework and at the same time to permit both vertical and rocking movement thereof.

14. In a locomotive, the combination with the usual main frame members, of an axle with its wheels, a bearing for each end of said axle, a framework rigidly interconnecting said bearings and adapted to partake of the movements of said axle, pedestal jaws in the frame members within which said rigid framework is fitted for both vertical and lateral movement, and means for positioning said rigid framework with respect to the frame members, said means including a trunnion on the rigid framework, a cross-tie between the frame members and interengaging bearing means between the trunnion and the cross-tie, said intel-engaging bearing means being adapted to resist lateral motion of the framework and at the same time to permit both vertical and rocking movement thereof, together with means for yieldingiy resisting the lateral movement of said rigid framework.

15. In a locomotive, the combination with the usual mainframe members, of an axle with its wheels, a bearing for each end of said axle, a

framework rigidly interconnecting said bearings Bill Til

positioning said rigid framework with respect to the irame members, said means including a trunnion on the rigid framework, 9. cross-tie between the frame members and interengaging bearing means between the trunnion and the cross-tie, said interengaging bearing means being adapted to resist lateral motion of the framework and at the same time to permit both vertical and rocking movementthereof, together with wedge means for adjusting the degree of lateral movement.

16. In railway vehicle axle-journalling mechanism, spaced-apart bearing mountings respectively adjacent the ends of the axle, connection means substantially fixedly positioning said mountings relative to each other, means adjacent said mountings for resisting longitudinal thrusts thereon, and means intermediate said mountings in a horizontal plane passing through the axle associated with said connection means for resisting lateral thrusts d livered to the connec"-'' tion means.

1'1. In a locomotive, the combination with the usual main frame, of a framework rigidly interconnecting the bearings for an axle, together with means for positioning said framework with respect to the frames, said positioning means including a frame cross-tie, a trunnion on said interconnecting framework, a bearing block mounted on said trunnion and adapted to be embraced by said cross-tie, bearing shoes between said block and said cross-tie, said shoes permitting up and down movements of said interconnecting framework and said bearing block permitting rocking movement of said framework, and spring means reacting between said shoes and said cross tie for yieldingly resisting lateral movement of the framework.

18. in a locomotive, the combination with the usual main frame members, of an axle with its wheels, bearings inside the wheels, a housing for said bearings mounted in said frame members, a

trunnion on the housing between the frame members, a cross-tie between the frame members, a block rotatably mounted on said trunnion, said block being embraced by a projecting flange on said cross tie and being capable of relative vertical movement in said projecting flange and said,

trunnion being capable of rocking movement in said block, and means reacting between said block and said cross-tie for yieldingly resisting lateral motion of the bearing housing.

WILLIAM E. WOODARD. 

